Locomotive valve mechanism



Feb. l2, 1935. O z, FRAZIER 1,990,899

LOCbMOTIVE VALVE MECHANISM Filed Jan. 20, 1932 2 Sheets-Sheetl INVENTOR- Orvi e Z. Frazier BY a 3%ATTORNEY Feb. 12, 1935. o z FRAZER 1 ,990,899

LOGOMOTIVE VALVE MECHANISM Filed Jan. 20, 1932 2 Sheets-Sheet 2 2;: 27 29 2 23 25v J 8 3 a I v T 6 i j .53 22 I as 24 5 F 19. .3.

' INVENTOR Orv! 11a 2. T'Pazier ATTORNEY El Patented Feb. 12, 1935 1,990,899 .nooomo'rivs VALVE MECHANISM Orville Z. Frazier, River Rouge, Mich, assignor of one-third to Cassell A.'M0tt, one-eighth to Oscar C. Haynes, and one twenty-fourth to Bernard W. Streets, all ofSouth Bend, Ind. Application January 20, 1932, Serial No. 587,698

4' Claims. (Cl. 121 162) UNITED, STATES PATENT oFF cE-[f This invention'relates to'power reverse gears, engaging said cross head by means of link 25L. and particularly-to reverse gears for controlling Each pin 26 is adjustable in the arcuate slot the valve action of locomotive steam engines. of its reverse link 27 to regulatethe throw of said The object. of the invention is to provide pin and to position said pin either above or below a simple and reliable reverse gear which may be the rocking axis of the link, whereby the direc- 5 operated-(preferably under steam power). from ,tion of drive of the locomotive may be reversed. the cab of a locomotive,.and which will effect an To efiect suchv an adjustment, a link 34 interautomatic cut-off of the power'in case the engimediately engaging each link 25 is upwardly exneer fails to complete a manual control operatended to engage a fOTWardlY P j arm 35 1Q tion. 7 of a bell crank, one of whichis pivoted at each V The above and various otherobjects the invenside of thelocomotive. Said-bell cranks are tion attains by the construction hereinafter defurther each formed with anarm 36, p j c scribed and illustrated in the accompanying upwardlyon one thereof and downwardly on the drawings, wherein; v v r other. Rearwardly' extending links 3 8 connect Fig.- l is a view in sideelevation of a locomo the be Crank arms 36 t0 h ow r d f a pair 15 tive, equipped in accordancewith the invention, of arms 39 rigidly carried by a rock shafted,

Fig. 2 is a fragmentary elevational view of the mounted transversely of the locomotive. At one other side of said locomotive, particularly dis- Side Of the letter, said, Shaft u t i yflc closing'theiengine valve gearing. e a W Wheel Segment 41 d p t b 530 Fig. 3 is a cross sectionalview of said 1000- driven y a w Wheel 42 a p ft 43 motive, taken upon the line ,3 -3 of Fig; 1. extending lengthwise of the locomotive. Said Fig. 4 is an elevational View (partially in sec- Shaft y b al e n yd v in reverse di e tion) of a lever mechanism adapted to operate the 1310115 y ithe of tWO Small YMMV-111013013314 a throttle in common with a pair of valves con- Sociated h the respective e se d Shaft,

trolling delivery of an energizing fluid to th Pipes 45 for delivering steam or some other 25 reversing gear. energizing fluid to said motors extend to the loco- In these views, the reference characters 1 and m t v ab, in t r i d v dual y ntr l d 2 respectively designate the barrel and cab of a by Valves The Valve members of the latter locomotive, the drive wheels 3 of which are driven are normally Seated y Springs and the Stems go through the usual side connecting rods land main 8 of s id va v s are s l tiv y a a by an 0 connecting rods 5, the latter extending from the articulated lever 9, 5 for a a iv ly ad tusual cross heads 6 reciprocatory in guides 7. ting steam to the p p s 45- In p i either As is general practice, a steam engine8 ismountv v 46, the handle member 49 of Said lever ed at each side of the front end of the locomotive, rocks ab a hinged connection 5 b w the 5 each actuating a cross head 6 through a piston sections 49 and 50. rod 10. A steam delivery pipe 17 i connected Said lever is further adapted to rock,asawhole, with each engine through branches l8, and the about a pivot 52 transverse to the hinge axis admission and exhaust of steam is controlled by the p p of actuating a p d 53 a sleeve valve or the like (not shown), driven by cising control of the usual throttle valve (not a stem 12 rearwardly projecting from each en- ShOWID- 40 gine. The drive from each motor 44 to the shaft 43 is The stem 12 is connected to and actuable by h o a Clutch 54 adapted to be Opened and an upright lever 23, commonly known as the com- C s by 'fl level A 56 Slidable bination lever. This lever comprises an arm in brackets mounts a p 0f Coiled Springs 53 downwardly projecting from said stem and link d acting on the levers 55 to normally hold the com- 45 as indicated at 22 to the cross head of the corp ni n m mb r f ch lu h in d ivin n responding engine, and arelatively short arm upment. An arm 59 rigidly rising from the shaft wardly projecting from said stem and linked 40 has a pin and slot engagement with the slide as shown at 25 to a pin 26, adjustable in an arrod 56, whereby said rod reciprocates in unison cuate slot formed in an oscillatory lever 27, comwith the rocking travel of said arm. Said rod is 50 monly termed in this art the reverse link. The formed W P Of Shoulders Which p reverse link at each side of the locomotive is a predetermined rocking travel of the arm 59 in adapted to be rocked (through mechanism not either direction are engageable with one or the shown) bythe cross head 6 at the other side of other of the levers to open the corresponding 55 t e n i said mechanism including a nk 33 clutch 54. Thus upon a predetermined limiting 55 1 ing position, any damage To afford a definite'indication, in the locomo-;

tive cab, of the effective position of the reverse gear, a pointer 61 is mounted in the cab to travel with reference to an 'arcuate dial 62, hearingsuitable indicia, said pointer being actuable from the upper end of the arm 59 through a -Bowden wire 63. a V

In operation of the described reverse gear, the cross head of each engine, in itsreciprocation, acts through the corresponding link '33, to rock the reverse link 27a't the other side of the locomotive, and said reverse link,actin'g through the corresponding link 25, serves to primarily actuate the combination lever 23 actuating the valve mechanism of the other engine. Each combination lever is driven, to a much lesser degree, from the cross headof the corresponding engine, whereby the proper lap andlead are imparted to the valve action. 7 By swinging the handle section of the lever 49,

50, transversely, the engineer can admit steam;

(or some other energizing fluid) selectively to the motors 44- and thus drive' the shaft 43 in either directioin This'permits the pin 26 to be raised or lowered in the slot of the reverse link 27, so as to regulate the stroke of the stem 12 and consequent uncovering of the intake and exhaust ports (not shown), and 'so as to establish said pin selectively aboveor below the rocking axis of the reverse link, 7 Ordinarily, after an energization of the reverse mechanism, the engineer will cut off steam from the motor 44 employedrin such energization. In case the engineer fails to' exercise such'control, one or the other of'the clutches 54 will be automatically releasedas the pin 26 reaches a limitto the mechanism being prevented.--

The described indicator keeps the engineer conveniently informed as to the effective position of the pin 26, and the locomotive control is simplified by using a single lever-49, to control both the throttle and the reverse mechanism.

What I claim is:

1. A reversing mechanism comprising a shaft, a pair of drive motors reversely effective upon opposite ends of said shaft, means for selectively energizing said motors, a clutch connection from each motor to said shaft, means yieldably acting on'each clutch connection tending to close such connection, a pivoted lever, a speed reducing drive connection from said shaft to said lever, a rod slidably actuable by said lever in substantial parallelism with said shaft, and elements actuable by said rod in itsrespective limiting positions of travel each effective upon one of said clutch connections to open the same.

2. A reversing mechanism as set forth in claim 1, each of said elements being a lever pivoted between its ends, one "of said ends engaging one of said clutch connections, and the slide rod having I a shoulder adapted for actuating engagement 7 with the other of said ends.

3. A reversing mechanismas" set forth in claim 1," said" speed-reducing drive connection comprising a worm-wheel element connected to said lever, and aworm on said shaft, havingdriving engage ment withthe worm-wheel element;

r 4. 'A' reversing mechanism comprising two relatively transverse shafts, aiworm on oneof said shafts, a worm wheel member on theother'shaft meshed with said worm, a pair of drive'elements for the worm shaft, coaxialwith the worin'shaft atoppositeends of the worm, clutch connections between said elements and the'worm shaft, a slide rod substantially parallel with the worm sha'i't, an arm on the worm-wheel shaft, means for actuating the slide rod from saidarm, and means for controlling i 1 ORVILLE Z. FRAZIER.

said clutch connections by said slide 

